Although the term "rogue's gallery" originally referred to a police mugbook, usage has broadened to include, say, a catalog of all the docked boats damaged in a storm. This article is not about people. It's about forums. The sad part is, the following is just a tiny collection of statements made on forums that evidence astonishingly limited powersports maintenance understanding. I mean, really bad advice. Typical in fact, on powersports user forums.

As I always tell CBX owners, if you want your 600+ pound CBX to perform like a Vespa, then sure, accept that compression. It's a long way from the 170 psi the bike was manufactured with.

How often? How about every 3500 miles? And really, as often as you touch any tuning aspect of your motorcycle's engine. Common sense, this.

The U.S. model CBX alternator produces more power than the alternator on the GL1100, the touring bike that was contemporary with it. I don't think 350 watts is something to disregard.

One, the CB650 does not have CDI ignition. Two, an ignition coil's potential is just that, potential, not what will ever be observed. Three, the vintage SOHC CB650 is a really good performing motorcycle.

This is do messed up it's hard to know where to begin. Vintage Honda SOHC fours read exactly 170 psi cylinder compression at sea level when they are rebuilt using quality, factory or factory-like parts and professional technique.

There is no good reason to do this. Not because of ethanol, not because of changes to gasoline, and not because Honda made the carbs too lean.

No. The green Dyna coils work fine on the CBX. Of course, no aftermarket coil increases performance on a well-maintained, perfectly-tuned machine to begin with. But, whatever.

Ultrasonic machines do not clean through vibration. They clean by cavitation.

No stock Honda valve made before the mid 1980s can be refaced. There is a bulletin on this. And it has nothing to do with a cam's nitriding, or the procedure known as valve lapping.

Whoa, how many fallacies can there be in just one post? One, the screens were in use way before the CBX existed, and also on models introduced long after. Two, the factory screens do not disintegrate. More than fifty years and counting, virtually all of them are still in use.

This is the result of stroking wire or other things under a CV carb's throttle plates. Yet forums continue to advocate it.

I'd say the inlet screen did its job, wouldn't you? This is what it's for. And at least fifty percent look like this when I get them for rebuilding.

Looking at the CB500/550 cam chain tensioner, knowing from observing it how it works, you would instantly intuit that applying a screwdriver is not harmful as forums insist, but necessary.

The most critical aspect of owning a CBX1000. But do you read anything about it on forums? No.

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